Combined spring suspension and driving means for motor vehicles



A. HULLEY ET AL. COMBINED SPRING SUSPENSION AND DRIVING MEANS FOR MOTOR VEHICLES Sept. 22, 1936.

FiledFb. 5, 193,5.

2 shee'ts-sheet 1 Sept. 22, 1936. A. HULLEY ET AL EHICLES COMBINED SPRING SUSPENSION AND DRIVING MEANS FOR MOTOR V Filed Feb. 5, 1932 2 Sheets-Sheet 2 Patented Sept. 22, 1936.

UNITED STATES PATENT OFFICE COMBINED SPRING SUSPENSION AND DRIV- ING MEANS FOR MOTOR VEHICLES Albert Halley and William J. Huxley,

New York, N.V Y.

This invention relates generally to motor vehicles and has particular reference to a combined spring suspension and driving means.

One object of this invention is the provision of a spring suspension for motor vehicles which will offer a high degree of resiliency and further 'provide the necessary rmness and strength to carry the load placed thereupon.

Y Another object of this invention is the provi- 10 sion of a spring suspension for motor vehicles which is so arranged and constructed as to effect arelatively low center of gravity for the vehicle.

Still another object of the present invention is the provision of means for supporting a motor 15 vehicle at a low elevation, the said supporting means possessing resiliency and having provision for driving the vehicle.

A further object of this invention is the provision of means for supporting the chassis'of a 20 motor vehicle which includes a lever mounted for pivotal movement on a horizontal axis relative to the side frame of the vehicle chassis, said lever including a resilient element and a spring beam constituting a gear housing and to which a driving wheel is connected.

Other objects and advantages of this invention will be apparent from the following description taken with the accompaniying drawings in which:

Figure 1 is a side elevation of a portion of a chassis frame having the present invention applied thereto, certain parts being broken vaway and other parts being shown in section in the direction of the arrows l--I, Fig. 2.

' Fig. 2 is a horizontal sectional view showing the present invention applied to a vehicle chassis.

Fig. 3 is a sectional view on the line 3 3, Fig. 2.

Fig. 4 .is a, perspective View of one of the segments of the thrust ring.

Fig. 5 is a sectional view on the line 5 5, Fig. 1. 4 Fig. 6 is a sectional view of a, portion of the constructionshowing a modified form of thrust ring.

Fig. 7 is a side elevation of a portion of a chassis frame showing a modification of the con- 45 structionillustrated in Figs. 1 and 2.

Fig. 8 is a fragmentary sectional view in perspective showing means for retaining the spring leaves in assembled relation.

Fig. 9 is a side elevation, partly in section, of the spring pad casting.

Fig. l is a top plan View of the casting shown inFig.9. f

Fig. 11 is an end view of the spring pad casting, the view-being taken inthe direction of the ar- 55 row, Fig. 9, and

Fig. 12 is a fragmentary sectional view in perspective showing the means for connecting the several spring leaves.

Referring now more particularly to the drawings, the invention is adapted for use with the rear end. portion of a vehicle chassis and hence only the rear portion of the chassis is shown, the same comprising spaced channel side frames or side sills A of which only one is shown. B indicates generally a differential housingrand comprises the bowl sections 2 which contain the differential gearing 4 and which are supported by a banjo 6, flanged at 8 and secured by suitable fasteners l0 to the anges l2 of banjo spacers I4, the outer portions of the latter being provided 15 with attaching anges I6 secured to the side frames A by suitable fasteners. Fig. 2 is taken about the longitudinal center line of the chassis and hence the parts on only one side thereof are shown, it being understood that they are duplicated on the other side of the longitudinal center line.

In connected relation with the differential gearing 4 is a jack shaft I8 which is arranged within the banjo 6 and banjo spacer I4 and projects 25 through the side frame into splined relation with a pinion 20 supported as hereinafter more clearly load tube 22, the inner endv of which is supported by a bushing 24 in the banjo 6 and the outer 'end of which is offset as at`26 to provide a circular flange 21 which extends into and nicely fits the inner surface of a hub portion 28 of a spring beam indicated generally at y30, the latter constituting a body portion of a gear housing and also forming a part of a lever, all of which will be apparent from the following description. The spring beam constitutes a wheel mounting device as more fully described hereinafter, said device comprising an independent unit on or connected to the frame.

The hub portion 28 of the spring beam is recessed at its inner end to provide a shoulder 32 to which the load tube 22 is connected by bolts 36 which extend through an annular flange 34 45 formed with the load tube and resting against the shoulder 32. As clearly shown in Fig. 2,the hub portion 28 is supported for pivotal movement in a side bearing 38 secured to the side `frame A by the fasteners 40 which also connect 50 the banjo spacer to said side frame, and to provide necessary flexibility a bushing 42 and a bearside of the hub are inner and outer thrust bearment are each provided with notches 52 which;v 5

are adapted to aline to receive a resilient key54 secured to the side bearing to retain the ksaid thrust ring and locking element in adjusted position.

Arranged Within the hub portion 28 is'a ball` Ybearing assembly 56, the outer race of which .is

retained against displacement by being interposed between the offset flange 21 of the load tube.V and aV retainer ring 58 connected to thehub 28 by suitable fasteners 6D. This bearing assembly 56 provides partial support forthe pinion 20 and, as .shown in Fig. 2, therlatter is formed with a hub which, in effect, comprises oppositely extend- .ing bearing ,portions 55 and 51 each provided with anannular recess, the innerrace of bear- Ying'assemblyV 56 fitting the recessv in bearing portion 55'and`being overlapped by a collar 5|!Y arranged on the'jack shaft I8k and Vinterposed between the said bearing portion and integral ange 6| on the jack shaft. Obviously the arrangement just described "prevents accidental move- 35 receives the inner race of a ball bearing assembly 62 supported by a spring beam cap as here- Yment of the inner race relative to the bearing portion. The recess inthe bearing portion 51 inafter more fully described. The hubportion 28 Vof the spring Vbeam is pro- Y vided with an integral attaching ange 66 (see Fig.e2) to which fis bolted as at 68V a spring pad indicated generally at 18. vAsV clearly shown in Figs. 9, 10, and 11, the spring pad .preferably comprisesra forked body portion 12 constituting the attaching portion for the casting andhaving oppositely'arrangedl vertically alined arms 14. The Y foppositeend of the body'portion, 12 is provided with an endV wall`16 which extends at substantially right angles to the body portion 12 and the free edge of 'which is provided with a stilening Vilange 18 parallel tor the body portion and which,

V at its lower end, is integral with a horizontal shelf orAweb 88 .formed with the body portion 12 'and wall 16 as more clearly shown in'Y Fig.' 11.

Y t l Adjacent the web 86 the end 4wall16is inset to' provide a transversely arranged recess 82 into which one end portion'lof a bottom spring plate i Ysa extends te be supported by said web ames [clearly shown infFig. l, theplateV 84 underlying Va lowspring assembly '86, the end portions of which latter abut theend wall 16.1 The spring .assembly 86vis clamped between said plate 84 and Van upper spring plate 88 .projectingV from `the end Y wall 16parallel with the plateV Manci-receiving clamping bolts y98 which pass through plate 84 *"'65 and are securedby vthe nuts-92. v'I'.o prevent displacement ofY plate 84 set screws 84 pass through thelower portion of the body portion 12 of the spring padto engagement withthe lower spring plate-84. Y Y

Adjacent its upper end and adjacent the plate 88 the end wall,` is bent inwardly and then up- ,Y wardly Ytoprovide a transverselyarranged pocket 9,6 between the body portion 12,1and the vertical ange 16, said body portion and flange being provided with apertured Vlugs 98 at the ends of the pocket 96 which journal a pin |00 in the pocket 96 about which the lowermost leaf of an upper spring assembly IDI is coiled, as shown at |62.

The spring assemblies '86 and ||l| are each formed of a plurality of at leaves |84, and assembly IUI is operatively connected to assembly 86 by a spring clip |06 in bolted connection as at |08 with the upper `springplatel, the spring clip extending over an arched-spring leaf I||l forming the uppermost leaf of assembly ISI.

` From the above description it will be apparent that spring assembliesri and |Il| are each supported aton'e end portion by the spring pad 18.

The said assemblies are substantially identical -and of the same length and the opposite ends thereof are connected as now to be described. l Referring to Figs. 1 and 5 it can be seen that the opposite end portion of the spring assembly 86 is connected to a shackle bolt II2 supported by links I I4 pivotally suspended from a bolt I6 supported in the upperrportion of a shackle housing H8' having an attaching base |26 by which said housing is secured to the side frame A by fasteners |22. As clearly shown in Fig. l, the housing is provided with a rear wall |24 which isV inclined downwardly to providenecessary clearance for the links H4 during their swinging movement.

The upper spring assemblyV Illl is also connected to the side frame A, Ythe assembly being connected to a shackle bolt |26 (see Fig. 5) ljournaled in an inverted U-shaped hanger |28 suspended from the Vbolt ||6 arranged between the links I |4, the hanger |28 thus serving as a spacer e for the links ||4. Fig. also discloses a part of the chassis construction in which a channel cross member |38 which extends between the opposite side'frames Ais riveted at |32 to the vertically alined arms |34 ofV a horizontally arranged U- shaped connector |36 attached at its web or cross- Yarm |38 tothe inner surface of the side frame A; the latter being a channel and the connector I 36 being supported by and connected to the lower llange |46.

From the description so far, it will be obvious tothose skilled in the artthat the present construction includes a lever, one portion of which, namely, the spring assembly l86, is resilient and the other portion of which is rigid. The lever comprises the spring assembly r86, the spring pad and the spring4 beam 38, and said lever is pro-` jects outwardly relative to the chassis and tov which a cap |46 is secured by fasteners |48. As will be apparent from Figs, l and2, the arms 14 of the body portion 12 of the spring pad fit around a portion of the marginal flange |44. Arranged within ,the housing, in mesh with pinion 20, is a Vgear |58 having a hub |52 supported-in inner and outer ball bearing assemblies |54 and |56 respectively, assembly |54 being supported by an annular flange |58 formed on the inner surface of the body portion, while bearing assembly |56 is supported by the cap |46 adjacent an opening in the latter which is surrounded by an attaching flange `|68 to which an axle tube |62 Vis secured by bolts I 64. Bearing assembly |56 is secured against displacement by a retainer ring |66 secured to said hub as clearly' shown in Fig. 2.

In splined connection with the hub |52 of gear is a stub axle |68 for driving the traction wheel I'IEl, the axle extending through the axle tube |62 and having acollar I'IZ thereon adjacent the splines which engages Vagainst a packing II arranged in a recess at the inner end portion of the axle tube.

Adjacent the pinion 2i! the cap |46 is provided with an opening in which the outer bearing assembly 62 which embraces the hub of the pinion 20 is mounted and said opening is closed by a cover plate II bolted or otherwise secured to the cap |46 as at |16.

Fig. 6 discloses a modified form of adjusting means for the gear housing and as shown therein the marginal portion of the side bearing 33 is substantially channel-shaped in section to'provide an outer flange ITB to which is securedby suitable fasteners |86 a split ring member |82, the inner edge of which isrrecessed to receive suitable packing I84 and said inner portion underlies the adjacent thrust ring 36. Interposed between the thrust ring and the flange Il is a shim |86. The position of the split ring member |82 may be adjusted relative to the flange E18 and hence relative to the thrust ring /la by any suitable number of shims as desired.

A drive shaft |88 is shown for operating the differential gearing 4 and upon operation of the latter it will be seen that the jack shaft I8 will be rotated to turn the pinion E@ and thus rotate the gear |50 which latter, in turn, will cause rotation of the axle |68 and effect a consequent rotation or actuation of the traction wheel I'lil. 1t is to be noted that the gear housing 36 is completely closed and that suitable lubricant may be retained therein and within the load tube and banjo spacers and in the differential housing B; all moving parts of the construction illustrated in Fig. 2 thus being properly and effectually lubricated. It is also to be noted that suitable adjustments are provided for the gear housing relative to the side bearing 38 vdue to the thrust ring, thrust lock and key shown in Fig. 2 or by the retaining ring |82 shown in Fig. 6. It is likewise to be noted that the gears ZI! and |50 are rotatably mounted in the housing and the entire assembly as a self-contained transmissionelement may be handled as a unit without disturbing any of the drive adjustments and that the gear bearing supports are independent of any drive shaft or axle support. `Due to the fact that the jack shaft passes through the side frame A it is obviousthat the chassis is mounted atA a relatively low elevation which will permit easy and quick loading and unloading of the vehicle.

In starting the vehicle, operation of drive shaft |88 to turn the jack shaft I8 and its associated pinion 29 will tend to cause a pivotal movement of the lever hereinbefore described on its fulcrum, the side bearing 38,due to the load. The

lever, as before mentioned, comprises a construction in which part thereof is resilient and the other part rigid. This leveris pivoted at its rigid portion, namely, the spring beam Sil, and it will be apparent that when the pinion -ZIB commences to rotate such movement will tend to cause the spring beam 36 to rotate on its fulcrum, the side bearing 38, and7 as a matter of fact, a partial rotation or pivotal movement of this spring beam will take place until the spring assemblies counteract the action; the action being a movement of the lever hereinbefore mentioned. As the lever is connected at its resilient end to the side provision of a plurality of spring frame, it will be apparent that while this connection Will hinder pivotal movement of the lever yet pivotal movement is permitted because of the resiliency of the spring assembly.

Fig. 1 discloses two assemblies, one above the i other, and the lower spring assembly may be termed the light load spring and is adapted to take normal loads while the upper spring assembly IlI is the heavy load spring and cooperates with the spring assembly 86 upon increase ofl load on the vehicle beyond the predetermined limit of assembly t6. As mentioned before, the leaves of the respective spring assemblies 86 and iIlI are flat but spring assembly IIlI, in the instance shown, is provided with an upper leaf of arched form and when load is imposed on the vehicleto be resisted by the lower spring assembly 86, downward movement of the spring assembly 86 will cause the spring clip |66 to act against the arched leaf III) to tend to flatten the latter.'

Between the uppermost fiat leaf of spring assemblyl II and the arched leaf III) is a clearance due to the arching of leaf IIII and should the load imposed upon spring` assembly 86 be sufcient to flatten the leaf IIl into contact with the remainder of the assembly II, the latter will then function as a unit in cooperation with the spring assembly 86. Due to the identity of the assemblies f and ISI it will be obvious that simultaneous functioning of the assemblies is uniform both as to periodicity of resilience and action, the two assemblies therefore functioning as a unit when the load imposed onv assembly 86 exceeds a predetermined degree. The spring clip |06 has provision for adjustment relative to the upper spring assembly whereby the effective operation thereof, or more specifically, the effective operation thereof relative to the lower spring assembly 86 may be varied to suit desired conditions. Obviously more or less clearance may be provided between.

Fig. 7 discloses a modification of the construc-Y tion shown in Fig. l and is designed for the purpose of accommodating extremely heavy loads to which a vehicle may be subjected, for example, loads in excess of those which may be satisfactorily supported by the spring construction shown in Fig. 1. The form in Fig. 7 contemplates the assemblies adaptedto be brought into effective operation sequentially upon increase of load on the vehicle. In the instance shown, three spring assemblies are shown, the lowermost being indicated at 86 and corresponding in function to the assembly 36 of Fig. 1 and comprising the light load spring. The intermediate spring assembly is designated at IUI" while the uppermost spring assembly is shown at |951. In this form of the invention the several spring assemblies are of different lengths and have one end thereof connected to the side frame A through independent shackle housings |92, |94, and Irespectively by links ISS, assembly 86 being greater in length than the assemblies Ii `or ISI), while the uppermost spring assembly |90 is of less length than either of the other two.

If desired, the several assemblies may be formed of individual spring leaves of different proportions and hence of different resiliency; in the instance shown the assembly 88 is formed of relatively thin leaves, while the respective leaves of the remaining assemblies are of a form differing from Vthat of the assembly 86. The modication in Fig. 7 necessitates a modification of the spring pad and, as shown clearly in this gure, the end wall of thecasting is extended upwardly beyond the pocket 96 of Fig. 9 and said pocket structure 98 land the bearings are duplicated to support an upper pin 28!) to which the lower Vleaf of the uppermost spring assembly |98 is con- 1 spring assembly 86'.

nected and by which said uppermost spring assembly is supported. The spring assemblies I8! and |90 are connected together for sequential eiective operation upon increase of load to the a spring clip |06 is shown which is substantially Vof H Yshape having the legs 284 connected by a cross bar 285 intermediate their ends, which bar 205 is interposedgbetween the assembly |0| and the uppermost assembly |98, the cross bar 285 contacting with the arched spring leaf HD' and Y the lower ends of the legs 284 of the spring'clip being connected by suitable fasteners to the lugs 282 of the plate 88. The uppermost spring assembly |98 is retained between the upper ends of the legs 284 of the spring clip which is providedY tively so adjusted as to function'sequentially in response to predetermined loads. It will be apparent to those skilled in the art that the spring leaves.

means of connectingthe leaves against horizontal assemblies Iil'` and |98 are preferably not brought into active service in resisting a load at one and the same time. In the instance shown in the drawings a greater clearance is provided between arched leaf 288 and the uppermost flat leaf of assembly |98 than is present between the arched leaf |||l and the uppermost flat leaf of assembly 8| whereby extremely heavy loads are resisted first by the lowermost spring assembly 86 and then spring assemblies are sequentially brought into effective operation.

Fig. 8 discloses a method of connecting the several leaves of Vthe spring assemblies to restrain the same against relative horizontal shifting, the

leaves being interiitted each with the other through projections 2H) formed in theV leaves which intert into the depressions of adjacent In addition, Fig. 12 discloses further shifting in which a suitable fastener such as a Ybolt 2|0 extends through the several leaves and Ypreferablyat the intertted projections thereof. In the instance shown,V Fig. 12 is taken on the line |72|2, Fig. '7, and the plates 84 and 88 are recessed to receive thejhead and securing nut j V2H' for the boit 2in'.

. In the usual type of vehicle the wheel axle is connected with a spring mounted either above or below the axle andit is obvious that upon side sway of the vehicle the springs of such a suspension are subjected to great torsional stresses. In

Ythe present construction a lever is provided which isformed in part of a rigid element and in part Vof a resilient element connected to the side frame,

As shown clearly in Fig. '7, Y

It is apparent that the several` and said lever is arranged immediately adjacent and parallel with the side frame; in other words, the spring assemblies, the jack shaft, the pinion 20, the gear |50 and the wheel axle |88 are all in substantially the same horizontal plane with the side frame A and due to this arrangement it will be apparent that the spring assemblies are relieved of the greater amount of torsional strains and stresses incident to side sway of the vehicle.

The drawings are for illustrative purposes only and it is to be understood that various changes in the form and proportions of the construction may be made within the scope` of the appended claims without departing from the spirit of the invention.

What is claimed is:

1. A spring suspension for the rear end portion of a motor vehicle comprising a lever pivoted intermediate its ends to the chassis side frame and formed of a resilient member connected to said side frame at one end and a rigid member connected to the other end of the resilient member, said rigid member constituting a gear housing, said housing being provided with portions to rotatably support a plurality of gears therein-- 2. A spring suspension for the rear end portion of a motor vehicle comprising a lever having one portion thereof rigid and the other portion resilient, said resilient portion being connected at its free end toy the vehicle side frame, means pivotally connecting said lever at its rigid portion to said side frame, a stub axle carried by the rigid portion of the lever adjacent its free end, a plurality of gears rotatably supported by the rigid portion for driving said axle.

3. In a vehicle, a side frame, a lever pivoted intermediate its ends to the side frame and including a rigid portion and a resilient portion connected to the side frame at its free end, a wheel axle supported by the rigid portion of the lever and arranged eccentric with relation to the pivotal axis of said lever, said rigid portion being formed to provide a gear housing, gearing rotatably supported in the housing for driving the axle, and means arranged at the pivotal axis of the lever for driving said gearing. Y

LA combined spring suspension and driving means for motor vehicles comprising a lever pivotally connected intermediate its ends to the chassis side frame and including a resilient portion connected to the side frame and a rigid portion, an axle carried by the rigid portion, gearing for driving the axle journaled in the rigid portion of the lever, and means for driving said gearing.

5. In a spring suspension for` motor vehicles, a lever formed of a resilient member and a gear housing connected thereto, means surrounding a portion of the gear housing and pivotally connecting the gear housing to the vehicle chassis side frame, shackle means connecting theresilient member to the side frame whereby pivotal movement of the lever is resisted, an axle carried by the'gear housing, and driven gearing supported in the housing for driving the axle.

6..In a motor vehicle, a combined spring suspension and driving means comprising a lever formed of independent, connected rigid and resilient members respectively, said rigid member being so formed as to provide a gear housing,V

shackle means connecting the resilient member to the vehicle chassis side frame, a driven axle carried by the rigid member, an axle housing, means on the side frame independent of the axle housing to which the lever is pivotally connected ranged substantially at the Apivotal axis of the lever."

7. Ina motor vehicle, a spring suspension comprising-allever vpivotally connected to the chassis side"fram'e'andiformed'of a rigid member for supporting an axle on one side of the pivotal axis, and a resilient member on the opposite side of said axis, axle driving means carried by said rigid member, shackle means connecting the resilient member to the side frame independent of the axle housing whereby pivotal movement of the lever is resisted, and spring means supported at one end by the lever and connected to the side frame, said spring means being cooperatively connected with the lever for effective operation upon pivotal movement of said lever beyond a predetermined degree.

8. A spring suspension for motor vehicles comprising a lever pivotally connected to the vehicle side frame and formed of a resilient member connected to the side frame and a rigid element so formed as to constitute a gear housing, and spring means connected to the side frame and cooperatively connected with said lever for eiTective operation upon pivotal movement of the latter beyond a predetermined degree.

9. In a spring suspension for motor vehicles, a lever pivoted intermediate its ends to the vehicle chassis side frame and formed of a rigid element constituting a gear housing and a resilient member, means connecting the resilient member and chassis side frame to permit but to resist pivotal movement of the lever, and spring means connected to said side frame and connected with the resilient member and adapted for effective operation upon pivotal movement of the lever beyond a predetermined degree.

l0. Spring suspension means for motor vehicles comprising a lever formed of a gear housing element, a spring pad connected to said gear housing element, a spring assembly connected with said spring pad, and a secondV spring assembly arranged in a horizontal plane above said rstnamed spring assembly and connected toI the latter for effective operation thereby upon the application to said first-named spring member of load in excess of a predetermined degree.

11. In a motor vehicle, a side frame, a side bearing secured thereto, a lever having a hub portion pivotally mounted Within said bearing and including a resilient portion on one side of the pivotal axis connected to the side frame, said lever also including a gear housing, a pinion in the gear housing at substantially the pivotal axis of the y lever, a gear in the housing meshing with the pinion, a wheel axle to be driven by said gear and arranged eccentric relative to the pivotal axis of the lever, and a driving element extending through the side frame into the pinion for actuating the latter.

12. In a motor vehicle, a side frame, an annular fulcrum element secured to the side frame, a spring beam journaled for pivotal movement in said annular fulcrum element and having a por` tion thereof formed to constitute a gear housing, gearing in said gear housing, a wheel axle adapted to be driven by said gearing and projecting from the spring beam, a jack shaft for driving the gearing arranged substantially at the pivotal axis of the spring beam, and resilient means connected to the spring beam and side frame adapted to resist but permit pivotal movement ofsaid spring beam.

3113.l 'A spring suspension for motorl vehicles com- I prising a wheel supporting lever pivotally connected to the vehicle frame and having a resilient portion. connected to the frame 'at a` point remote 5 from the' pivot'frnou'nting, wheelg driving means carriedby saidleVer, and spring' means connected-j to I`said lever and to said framasaid resilient portion of the lever and said spring means being so connected as to act sequentially upon increase of load on the vehicle and at substantially the same periodicity of resilience.

14. A spring suspension for motor vehicles comprising a lever pivotally connected to the chassis side frame and formed of a rigid member for supporting an axle on one side of the vertical plane coincident with the pivotal axis and a light load spring on the opposite side of said axis connected to the side frame, said rigid member being so formed as to constitute a gear housing, axle driving means carried by said rigid member, and a heavy load spring connected to the side frame and to the light load spring, said springs being so connected as to be adapted for effective operation sequentially upon increase of load on the vehicle.

15. In a spring suspension for motor vehicles, a jack shaft, a housing for the jack shaft secured to the chassis of the vehicle, a load tube Within the housing surrounding the jack shaft for the greater part of its length, and a Wheel supporting lever secured to the load tube and formed of a rigid element and a resilient member, said resilient members cooperating with the chassis to support the chassis and said rigid element being so formed as to constitute a gear housing.

16. In a motor vehicle comprising a chassis having side frame members and a differential gearing and a banjo enclosing said gearing, a spring suspension for the vehicle comprising a jack shaft, a load tube surrounding the jack shaft and extending from adjacent the banjo outwardly beyond a side frame member, means supporting the load tube so formed as to permit rotative oscillation thereof relative to the jack shaft, and a Wheel supporting lever secured to the load tube and formed of a rigid element and a resilient member, said rigid element constituting a gear housing, and means connecting the resilient member to the side frame member.

17. A wheel mounting comprising a frame, a jack shaft, a load tube arranged transversely of the frame and projecting therebeyond, said load tube enclosing the jack shaft for the greater part of the length thereof, a lever secured to the load tube and formed of a resilient member secured to the frame and a rigid element, a bearing secured to the frame in which said rigid element is journaled, a Wheel supported by the rigid element, and means actuated by the jack shaft for driving the Wheel.

18. A suspension for the rear end portion of a motor vehicle comprising a lever pivoted intermediate its ends to the chassis side frame and formed of a resilient member connected to the side frame at one end and a rigid member connected to the other end of the resilient member, said rigid member being so formed as to constitute a gear housing, gearing in said housing, a jack shaft for actuating said gearing, and a load tube surrounding the jack shaft for the greater part of the length thereof and connected to said rigid member.

19. A spring suspension for motor vehicles comprising a lever having one portion thereof rigid andthe otlier portion resilient, means connecting the free end of the resilient portion of said lever tothevehicle frame, a jack shaft, means pivotally l connecting said lever at its rigid portion to the 5 vehicle. side frame, a. Wheel supporting axle oarried bythe rigid portion of the lever, a wheel on said axle, gearing supported by the rigid portion o f the lever for'drving said axle. and a. movably mounted load tube surrounding the jack shaft and extended through` the vehicle side frame and xedly connected to the rigid portion of the lever.

ALBERT HULLEY. VWILLIAM J. HULLEY'. 

